Engine fuel control apparatus



y 1930. E. DICKEY 1,768,579

ENGINE FUEL CONTROL APPARATUS FiledJan. so, 1926 2 Sheets-Sheet 1 July 1, 1930. E. DICKEY 1,768,579

ENGINE FUEL CONTROL APPARATUS Fil d Jan. so, 1926 2 Sheets-Sheet 2 (937.5 a, %m 4/ MM Patented July 1, 1930 UNITED STATES PATENT OFFICE- EBNEST DICKEY, O1 DAYTON, OHIO, ASSIGNOR TO DELCO-LIGH'IY COMPANY, OF

' DAYTON, OHIO, A. CORPORATION OF DELAWARE ENGINE FUEL CONTROL APPARATUS Application filed January 30, 1926. Serial No. 84,839.

This invention relates to internal-combustion engines, and particularly to apparatus for controlling the fuel mixture proportions when starting the engine.

It is among the objects of the invention to provide devices for controlling the fuel mixture proportions of an internal-combustion engine in response to engine temperature and in response to the operation of a starting device for cranking the engine.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accompanying drawings, wherein a preferred form of the present invention is clearly shown.

In the drawings: Fig. 1 is an end view of an internal-combustion engine and starting motor, showing a form of control of the engine carburetor by the movement of the starting motor frame;

Fig. 2 is a plan view on a larger scale, of

the engine carburetor shown in Fig. 1;

Fig. 3 is a sectional view on the line 3-3 of Fig. 1, but on a larger scale;

Fig. 4 is an end view looking in the direction of arrow 4 in Fig. 2; and

Fig. 5 is a fragmentary side view looking in the direction of arrow 5 in Fig. 2. Referring to the drawings, an internalcombustion engine '20 is mounted upon a base 21 and is provided with a flywheel 22 which serves as one of the gears through 5 which the engine is driven by a starting motor. The base 21 supports a pair of brackets 23, one of which is shown inFig. 1.

These backets are spaced, and each is pro vided with an opening for receiving a pivot stud 24 carried by the end frames of a starting motor 25; The pivots 24 are eccentric with respect to the shaft 26 of the motor. The axis of the shaft 26 is vertically above the axes ofthe pivots 24, and is normally us in a vertical plane which is located at the left of'thevertical plane of the axes of the pivots 24. Since the motor frame tends to tilt in a counterclockwise direction, as viewed in Fig. 1, when the motor is not in operation movement of the motor frame 25 away from the flywheel 22 is limited by the engagement of the frame 25 with stop members 27 carried by each of the brackets 23. The motor shaft 26 is provided with a friction wheel or gear 28, which is received by the groove 29 of the flywheel 22. The groove may be Vshaped, and the friction wheel 28 may be provided with conical side surfaces conforming with the conical surfaces which define the' groove 29, so that, when the motor frame 25 is rocked in a clockwise direction, the friction wheel 28 will be moved into driving engagement with the flywheel 22. A current source, such as a battery 30, is connected-bye. switch 31 and wires 32 and 33 with the windings of the motor. When the switch 31 is closed, the motor frame 25 will automatically move about the pivots 24 in a clockwise direction, so as to force the friction wheel 28 or its equivalent into driving engagement with the flywheel 22; and the wheel 28 will be rotated so that the engine will be cranked. When the engine becomes self-operative and the fiywhel 22 rotates faster than the motor tends to rotate it through the friction gearing, the friction wheel 28 or the like will be automatically disengaged from the flywheel 22. The automatic movement of the motor frame into position for causing the friction gears to be connected, and the automatic movement of the frame to normal po sition when the engine becomes self-operative, are utilized in controlling the fuel mixture proportions when starting the engine.

The engine 20 includes a cylinder 40 provided with heat-dissipating fins 41 which are surrounded by a draft tube 42 through which air is circulated by any suitable device-operated by the engine, in order that the engine cylinder may be cooled. The cylinder head of. the engine is provided with a fuelintake pipe 43 with which is connected a U-shaped air duct 44 having a branch which includes a carburetor 45 and an in- 9 termediate pipe 46. The other branch 47. which is joined to the carburetor 45 by a yoke 48, terminates in a member 49 having a port 50. The admission of, air through the port 50 is controlled by a valve 51 which ii. 50 b with an air-intake inally open. This a valve 61 which is pivoted 62 attached to the yoke dB. The va-. G1 is connected by rod 63 with an arm attached to the motor frame When the motor is not connected with the engine for Clill'llililg purposes, the port 80 is open to admit air to the engine; but, when the motor frame moves in a clockwise direc 'tion in the manner stated, to connect the friction wheel 28 with the flywheel 22, the valve 61 is moved in a clockwise direction, as viewed in Fig. 2, into the position 61, designated by dot-and-dash lines. Thus the air port 60 is closed during the cranking of the engine.

The areas of he ports and are, respectively, two-thirds and one-third of the total area required for the admission of air to the carburetor 45. These proportions of port areas will vary for different kinds of engines and carburetors, but it is preferable that the air port which is controlled by the operation of the starting device be smaller than the air port which is controlled by the 1" ans responsive to engine temperature. then the engine is relativel cool, and during the crankin thereof, beta ports will be closed so that substantially raw fuel will be drawn into the engine cylinders for priming the engine. As soon as the engine becomes self-operative the port 60 will be opened to admit air to the carburetor. Before he engine head temperature has increased to the point where the valve begins to open, relatively rich n Xture will be delivered to the engine cylinders. As the engine head temperature increases, and the valv 50 moves toward fully-open position,

the mixture will be gradually decreased in r mess. in this way the engine is automatically primed during cranking and, as soon as the engine becomes self-operative, the priming of the engine ceases and the engine is provided with relatively rich mixture, which is decreased in richness as the engine becomes warmer. Thus, the engine is provided with fuel which is suitable to meet the requir ments of the engine when starting. Obviously, in relatively cold weather the thermostat 52 would be heated less rapidly than i212. warmer weather, so that longer means the engine fuel mixture will remain richer cold weather than in warmer.

While the form of embodiment of the invention as, herein disclosed, constitutes a preferred form, it is to be understood. that other fo ms might be adopted, all coming within is scope of the claims whi h follow.

lVha is claimed is as follows:

1 r combination with an interrwlror:

en ine of a carburetor,

motor ir starting the cn ne, me port the motor eccentricaliy or so located that the motor I toward the engine shaft w 1 a snare will motor is connected with a cnrre gear; connected respectively with the engine and motor, and means controlled by the movement of the motor frame for varying the fuel mixture proportions.

2-. The combination with an internal-oombustion engine having a fuel intake, an electrically operated starting device including a bodily movable element for cranking the engine, and means responsive to the operation of said bodily movable element for enriching the fuel mixture to said intake when starting.

8. The combination with an internahcombustion engine having a fuel intake an electrically operated starting motor constructed and arranged to move bodily for connection with the engine to crank the latter, and means responsive to the bodily movement of said motor for enriching the fuel mixture to said intake when starting.

In testimony whereof I hereto atlix my signature.

ERNEST DIOKEY. 

